Starts at $114,400
2024 911 Selector
FAST FACTS
MotorDonkey's proprietary vehicle data identifies every significant version of each model so that you can compare and decide. Ordered by price from low to high, here are the versions of the 2024 Porsche 911 that you need to be aware of, along with our expert analysis and recommendations.
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The base 911 coupe is a "911 turbo" in its own right, boasting a twin-turbo flat-6 that propels it to 60 mph in 4.0 seconds. It's more 911 than most drivers could ever fully exploit, yet it's just the entry point into this dizzyingly complex lineup. Note that you cannot get a stick shift with the base Carrera, so Porsche forces you to upgrade to at least the Carrera T if you want three pedals.
Adding all-wheel drive to the base 911 doesn't measurably affect acceleration or fuel economy, so it's just a question of whether you want to spend the extra $7k. We've never fully understood the appeal of the Carrera 4 ourselves, since the weight of the 911's engine sits right over the rear wheels — you'd think it'd be a fine car on slippery surfaces with just rear-wheel drive (here in California, we can't really comment from experience). There's also the wizardry of today's traction management systems, which make it hard to spin out with RWD no matter what you do.
Adding PDK to the Carrera T won't cost you anything, but it will beg the question: Why not save $10k and start with the base Carrera Coupe, which doesn't suffer from reduced sound-deadening and a missing backseat (which, to be fair, can be added back in)? PDK comes standard there, as does the same turbocharged 3.0-liter flat-6, and you can go to town on the options list knowing you're 10 grand ahead of the game. To us, the whole point of the Carrera T is the manual transmission, which incidentally is where most of the weight savings come from — the Carrera T PDK's curb weight puts it within 16 pounds of the Carrera Coupe PDK. By the way, if you're wondering why PDK shaves a full half-second off the Carrera T's sprint to 60 mph, it's down to the standard Sport Chrono package, which includes launch control on PDK cars. Turn off launch control and that gap will be more like three tenths.
The 911 Carrera T is said to be the lightweight in the Carrera family (we leave aside, for now, the otherworldly 911 S/T), but most of that is down to the absence of PDK from the base Carrera T spec. Equipped with the seven-speed manual transmission, the T weighs exactly 100 pounds less than the base Carrera, which uses the same engine but comes standard with PDK. As you'll see if you look at the PDK-equipped Carrera T, it gains most of that weight back with the automatic. What's the point of the Carrera T, then? Well, it lets you have a manual transmission with the entry-level Carrera engine — and it lets Porsche charge $10k more than the base Carrera Coupe PDK for that combination. It also has less sound-deadening material, thinner glass and a backseat that's removed by default, even though the backseat is a handy cargo shelf and the 911 has never been accused of being a quiet car. We'll pass.
The convertible body style adds about 150 pounds compared to the coupe, but that's a distinction without a difference for most drivers. The 911 Cabriolet is fast and fun in any form, even the base model described here.
The Carrera S Coupe with PDK is fast enough to make your stomach queasy, particularly if you get the Sport Chrono package and activate launch control, which takes the 0-60 sprint down to a gut-displacing 3.3 seconds. To put that into perspective, the legendary Porsche 959 of the 1980s could hit 60 in 3.6 seconds. There are plenty of pricier 911 variants to consider, but the Carrera S might already have you wondering if there's any point in chasing more speed than this.
The seven-speed manual is a no-cost option on the Carrera S that comes bundled with the Sport Chrono package. Notably, the manual actually improves fuel economy slightly; oftentimes it's the other way around.
All-wheel drive in a soft-top convertible? We don't see the point, especially given how effective today's stability control systems are at keeping rear-drive cars pointed in the right direction. But if you want it in your otherwise base 911 Cabriolet, Porsche's got it.
The 911 Targa 4's weight gain compared to the mechanically identical Carrera 4 is not insignificant, clocking in at nearly 200 pounds, but that's an easy pill to swallow given the Targa's alluring combination of all-weather drivability and wind-in-your-hair potential.
The Carrera 4S Coupe asks you to pay a premium of over $7k just to get AWD. It's an awesome car, don't get us wrong, but we'd rather put that sum toward some choice options. Rear-wheel drive in any 911 — in any climate — is just fine with us.
The Carrera 4S Coupe's no-cost manual transmission option brings the Sport Chrono package with it, but you do lose a significant six-tenths of a second in the sprint to 60 by forgoing PDK.
Although the Carrera S Cabriolet turns up the wick significantly from the base Carrera Cabriolet, we're still talking about the same basic twin-turbo 3.0-liter flat-6 engine. It was a lot easier to make the case for upgrading to the S back when most 911s weren't using the same turbocharged engine.
The manual transmission elevates the Carrera S to the top of the 911 Cabriolet heap in terms of fuel economy. It also makes for quite possibly the most fun you can have per dollar in a drop-top 911.
Porsche's really splitting hairs when it comes to the 911 Carrera GTS versus the 911 Carrera S. Just a single tenth of a second separates this pair in the sprint to 60 mph, provided that the Carrera S has the Sport Chrono package with launch control (it comes standard on the GTS).
The Carrera GTS model's standard Sport Chrono package, which includes launch control if you get PDK, really underscores PDK's advantage versus the conventional seven-speed manual transmission, as the latter needs an extra seven-tenths of a second to hit 60 mph.
Here we go again, wondering about the point of an all-wheel-drive convertible. Seriously, though. We can understand if it's an Audi that would be front-wheel-drive if it didn't have AWD, and we can appreciate that a hardtop convertible may be more likely to see inclement weather. But a soft-top Porsche? AWD? Really? Anyway, if you think we're nuts and the 911 Cabriolet seems just right with AWD, you could do worse than the Carrera 4S Cabriolet. It's meaningfully quicker than the Carrera 4 Cabriolet, we'll give it that.
Add a manual to just about anything and we'll find it more interesting, and the Carrera 4S Cabriolet is no exception. We've never driven this particular 911 configuration — we're pretty sure no single human has driven all of them — but we imagine that the pairing of the 443-hp "S" engine with the stick shift is pretty great.
Thanks to turbocharging across the 911 lineup, the difference between Targa 4 and Targa 4S isn't what it used to be. The 4S definitely gives you more shove, though, so you get what you pay for.
Can you go wrong with any 911 Targa variant? Obviously you cannot, but if you made us pick one, it'd be the manual Targa 4S. Put the roof back and row those gears — that would never get old.
The Carrera 4 GTS Coupe is getting up there into 911 Turbo territory in terms of performance. The standard Sport Chrono package paired with PDK means you'll officially get to 60 mph in just 3.1 seconds, with the real time quite possibly breaking into the high twos, given Porsche's tendency to underestimate.
Would you give up eight-tenths of a second to 60 mph in return for the driver engagement of a manual transmission? What an excellent problem to have! We'd be inclined to take that manual transmission with the rear-drive Carrera S and save a bundle, but we also recognize that saving a bundle may not be a top priority for Porsche shoppers.
We'd generally be hesitant to pay gobs more money for what's basically the same engine with the turbo turned up, but one could argue the Carrera GTS Cabriolet is so turned up that it's almost a Turbo Cabriolet on the cheap. That would be a strange understanding of "cheap," but it can't be denied that the GTS delivers huge performance.
The acceleration gap between the manual Carrera GTS Cabriolet and the PDK version is a quite significant seven-tenths of a second at 60 mph. Should that stop you from buying the manual version? Not remotely. We're all for prioritizing driver engagement over whatever numbers would show up at the drag strip you'll never take your 911 to.
Yep, there's an all-wheel-drive version of the Carrera GTS Cabriolet if you want it, and it gets you even closer to the Turbo Cabriolet, since the latter comes only with all-wheel drive. Of course, the price is getting closer to the Turbo, too.
The Carrera 4 GTS Cabriolet with the manual transmission is as close as you can get to having a stick-shift 911 Turbo Cabriolet, and if you look at the specs, it's pretty close. Would you rather pay more and let the Turbo shift for you? We'd be on the fence ourselves; the Turbo is an icon, but it's fun that Porsche offers a manual in this high-spec but technically lesser 911.
Climbing on up the Targa ladder, you'll find the Targa 4 GTS at the top. Of course, every current 911 with the twin-turbo 3.0-liter engine is subject to the same criticism: It's the same basic engine, just turned up to different strengths. But if you have the means, why not get the fastest Targa there is?
As is the case across the 911 lineup, the Sport Chrono package maximizes the acceleration gap between the manual transmission and PDK, because PDK cars with Sport Chrono also come with launch control. There's just no competing with the PDK-bot when launch control is active, but in real-world driving, the stick-shift 911 Targa 4 GTS will be one of the most engaging 911 variants you can buy.
The GT3 is a high-revving lightweight legend in the 911 lineup, available only as a coupe with the rear seat removed to save weight. If you're looking for the antidote to the modern 911's wall-to-wall turbocharging, you'll find it in the GT3's 9,000-rpm screamer of a 4.0-liter naturally aspirated flat-6. You can truly have it your way, as Porsche offers either the bewinged regular GT3 or the wingless GT3 Touring — which share the same dimensions and specs — for the same price.
The manual GT3 is the holy grail for many 911 enthusiasts, but you still have to decide whether you want the, er, classic GT3 wing on the back. For those prefer to be a bit less conspicuous (good luck being a wallflower in a 9,000-rpm 911), Porsche will sell you the GT3 Touring version for the same price. The dimensions are the same across both versions, so it's really down to personal preference. Either way, the manual six-speed (not seven, unlike lesser 911s) is the correct choice, in our opinion, although the disappointingly tall gearing means you can't legally enjoy that sky-high redline in second gear, which tops out at 81 mph.
The 911 Turbo is arguably less special now that virtually every 911 is turbocharged, but Porsche's still doing its best to set this icon apart. The engine is unique, for one thing, displacing 3.8 liters versus 3.0 for the majority of the turbocharged 911 lineup, and the Turbo is wider than those cars, too.
Ah, the Turbo Cabriolet. Want to go 0-60 in less than 3 seconds with the wind in your hair? There aren't many cars that can deliver, but thanks in part to standard all-wheel drive and launch control (572 horsepower helps, too), this Porsche is one of them. Note that the Turbo Cabriolet gets a 3.8-liter flat-6, a clear point of differentiation from the lower-level 911s with their shared 3.0-liter displacement.
If the 911 Dakar were a serious off-road machine, it would have a lot more underbody protection (skid plates, etc.) than it does, but we do have to give it credit for its maximum of 7.5 inches of ground clearance, an SUV-like figure achieved via a hydraulic lift on each axle. Will anyone actually take their Dakar off-road? Doubtful. Is it cool that you can buy a high-riding 911 with a GTS engine and all-terrain tires that give it the best ride in the lineup? Yeah, that's cool.
The 911 Turbo S is one of those "why not?" cars, as in, you're already gonna drop more than $200k on the regular old 911 Turbo — why not put another $30k on the table and get the S? There's no rational argument for doing it, but being able to say that you got the ultimate 911 Turbo would be cool.
For GT3 buyers who plan to put in some serious track time, the GT3 RS is Porsche's top-shelf racing machine. We'd rather have the drivability of the GT3 Touring, but hey, if you're gonna park the thing at the racetrack and just pop in for some hot laps every now and then, maybe the GT3 RS makes the most sense.
Porsche lists the Turbo S Cabriolet at the exact same curb weight as the Turbo Cabriolet, so this 911 variant ends up looking like a $33,200 software upgrade — turn up the turbo boost and collect the profits. But who could blame any self-respecting 911 Turbo Cabriolet shopper for wanting the very best? You're not going to have your local tuner shop fiddle with the regular Turbo's software, so you might as well pay Porsche's fiddling fee.
Described by Porsche as the lightest 911 of this generation, the S/T is sort of a cross between the GT3 RS (engine) and GT3 Touring (manual transmission and wingless exterior), which to some will make it the ultimate 992.1 configuration. One thing we definitely appreciate about the S/T is its shorter gearing compared to the GT3 manual, as the GT3's tall standard gearing makes it impossible to approach the 9,000-rpm redline in second gear within legal speed limits. But there's also less sound-deadening material and thinner glass in the S/T, which are "enhancements" that the already noisy GT3 didn't need. We'd sign on the dotted line right now for a GT3 Touring with the 911 S/T's shorter gearing, but that is possibly the only 911 permutation that Porsche doesn't yet build.
What are the different versions of the 2024 911, and how much do they cost? Select a version below or just hit the button to see our full 2024 911 specs and model data.
Publisher and Donkey-in-Chief
Josh has been reviewing cars professionally since joining Edmunds.com fresh out of grad school in 2008. Prior to founding MotorDonkey, he spent 15 years shaping Edmunds' expert automotive content in various capacities, starting as an associate editor and ultimately serving as a senior editor before wrapping up with a five-year term as the company's first-ever director of content strategy. Josh is a card-carrying member of the Motor Press Guild and a lifelong car nut who has driven, compared and critiqued thousands of cars in his career. Helping people find their perfect car never gets old—seriously!
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